Automobile accessory operating system



Oct. 12, 1937. E. A. ROCKWELL AUTOMOBILE ACCESSORY OPERATING SYSTEM Filed 001;. 16, 1933 9 Sheets-Sheet l INVENTOR EdwardAfioc/rwe/L ATTORNEY 2g lnit Oct. 12, 1937. E. A. ROCKWELL AUTOMOBILE ACCESSORY OPERATING SYSTEM Filed Oct. 16, 1933 9 Sheets-Sheet 2 INVENTOR Edward A. Rockwell ATTORNEY Oct. 12, 1937.

E. A. ROCKWELL AUTOMOBILE ACCESSORY OPERATING SYSTEM Filed Oct. 16, 1933 9 Sheets-Sheet 3 INVENTOR fawardA.Rac/rwell ATTORNEY Oct. 12,1937.

E. A. ROCKWELL AUTOMOBILE ACCESSORY OPERATING SYSTEM Filed 0012. 16, 1933 9 Sheets-Sheet 4 I5 7 f INVENTOR 14 Edward A. Rockwell BY 3 Z Z ATTORNEY Oct. 12, 1937.

E. A. ROCKWELL Filed Cot. 16, 193;

9 Sheets-Sheet e HHI J il/ 234- Qk Z26 BY: 2 f E ATTORNEY Oct. 12, 1937.

9 Sheets-Sheet 7 Fig. /0

INVENTOR Edward A Rockwell ATTORNEY Oct. 12, 1937. E. A. ROCKWELL 2,095,833

AUTOMOBILE ACCESSORY OPERATING SYSTEM Filed Oct. 16, 1935 9 Sheets-Sheet 8 EL 5 5-23 k 22 INVENTOR Edward A. Rockwell ATTORNEY Oct. 12, 1937. E. A. ROCKWELL AUTOMOBILE ACCESSORY OPERATIFNG SYSTEM 9 Sheets-Sheet 9 Filed Oct. 16, 1933 mmw 8N 0mm mm mm w mmu n QQh m I hmN QN/ wmw NmN Rm .0 WNW N INVENTOR Edward A. Rockwell.

WNW

ATTORNE;

Patented Oct. 12, 1937 UNETED STATES PATENT OFFIE AUTOMOBILE ACCESSORY OPERATING SYSTEMI Application October 16,

21 Claims.

My invention relates particularly to a system for the operation of the various accessory. features which may be used in connection with an automobile.

The object of my invention is to provide a system by means of which one or more of the different accessory features of an automobile may be effectively operated by pressure, either superor sub-atmospheric or both. More particularly the object of my invention is to provide a pump mechanism adapted to supply superand subatmospheric pressures whether singly or jointly.

A further object is to locate the source of pressures referred to in an advantageous manner.

Again, another object is to provide a system whereby such pressures may be always available in the operation of the car when either the engine is operating or the car is moving, or both, so that the source of operating pressures will not fail at any time during the operation of the car.

Thus, in the operation of the car equipped with my system the brake, for example, will be operable by the said pressure source whenever the car is in motion; also, the wind-shield wiper will be operated whenever the engine is in operation, but will still operate by the movement of the car in case it is no longer running, or even when the normal vacuum from the engine manifold would not be sufficient to operate the wind-shield wiper,

as, for example, when the engine is operating under heavy loads. Similarly, the clutch will operate when either the engine is running or the car is moving, or both.

Furthermore, this system provides a fuel feed which is positive in action, but which, nevertheless, will not be thrown out of action by a vapor lock in the feed line; also the fuel feed, in case of any inaction of the pressure and vacuum feed, will operate effectively by gravity until the pressure and suction again come into action. In a similar way the feed will operate as a vacuum tank feed system operated by the suction of the engine alone in case of any failure of the 0peration of the pressure or in case of the failure of any auxiliary source of vacuum.

My system also provides an effective means for maintaining the accuracy of any liquid level gage by clearing the line with the aid of compressed air.

In accordance with my system, furthermore, in which certain of the parts are individually controlled by both vacuum and pressure, there is provided means for maintaining a constant (iiiferential between the vacuum and the pressure 1933, Serial No. 693,743

so as to maintain at all times a uniform operation of the part referred to.

Furthermore, in case of an accessory, the operation of which should be dependent upon thl temperature of the engine, I have provided mean: whereby a thermostatic control is utilized in connection therewith, for instance,in connectiol with the operation of the fan which is controlle( by fluid pressure, the operation can be controller by the temperature of the engine at any desire( point, thereby constituting a great saving 0 power in the operation of the fan.

Furthermore, the system provides an entirel: dependable source of superand sub-atmospheri pressure inasmuch as I have equipped my systen with a source of pressure driven by the engine and a source of pressure which is derived fron the tractive effect of the automobile wheels, a well as a source of vacuum which may be derive from the engine manifold or from a pump drive] by the engine, or from a pump driven by tractio1 of the wheels, the arrangement being such tha in case of the failure of any of the sources, an other will operate.

The pump construction is such, furthermore that it can be installed in the present type of an tomobile construction by mounting the same 0: the rear end of the transmission shaft wher it may be readily introduced and removed with minimum of cost and labor.

This general arrangement also provides th system with an adequate supply of sub-atmos pheric pressure without materially affecting th vacuum in the engine manifold, which woul otherwise detrimentally affect the gaseous fur mixture, and yet at the same time the pum which is utilized as the auxiliary source of suc tion may be small and inexpensive .due to th high speed of the transmission drive shaft fro] which it is operated.

Without this arrangement, in the case of tr vacuum operated brake the brake would be ur duly slow in operation.

While my invention is capable of being show in many different ways, I have shown only ce] tain embodiments therewith in the accompam ing drawings, in which- Fig. 1 is a diagrammatic plan view showing simplified form of the construction as applied 1 the operation of a brake and a wind-shield wipe:

Fig. 2 is a diagrammatic plan view of the sya tem made in accordance with my invention;

Fig. 3 is a diagrammatic vertical section of clutch operated in accordance with my system at in which vacuum and pressure together or either alone is arranged to operate the same;

Fig. 4 is a diagrammatic vertical section of a windshield wiper operated in accordance with my system and in which vacuum and pressure together or either alone is adapted to operate the same;

Fig. 5 is a diagrammatic vertical section of a fuel feed vacuum tank which can be operated also with the aid of pressure;

Fig. 6 is a diagrammatic vertical section of the vacuum and pressure control used in connection with the brake and in which vacuum and pressure together or either alone are capable of operating the same;

Fig. '7 is a diagrammatic vertical section of a gasoline gage used in my invention;

Fig. 8 is a diagrammatic horizontal section of the differential regulator for the vacuum and pressure, respectively;

Fig. 9 is a vertical section of the pump adapted to supply both the vacuum and pressure or vacuum alone;

Fig. 10 is a similar view of the pump adapted to supply pressure;

Fig. 11 is a diagrammatic vertical elevation of a system in which there is a fuel feed vacuum tank operated by pressure and vacuum or by the vacuum alone, a wind-shield wiper operated by the vacuum alone, and a gasoline gage operated by pressure alone, the same showing the engine driven pump adapted to supply both vacuum and pressure;

Fig. 12 is a diagrammatic plan view of an auxiliary suction supply pump adapted to be brought into action upon any failure of the manifold suction; and

Fig. 13 is an elevation partly in section of a fan controlled by the temperature of the engine and actuated by suction from the engine manifold, or in case of failure of the suction from the manifold then from the auxiliary suction supply.

Referring to Fig. 1, I have shown an engine H] of an automobile having an inlet manifold I l. Rearward of the engine Hi there is provided the usual transmission unit 2 which is connected to a universal joint I3 of the usual type and a propeller shaft [4 with a rear axle assembly l5 of the usual construction. Between the transmission 12 and the universal joint l3 there is provided a casing l6 which forms a housing of a vacuum pump H. A suction pipe l8, having a check valve is opening in the direction indicated by the arrow, connects the pump I! with an equalizing tank 20. A suction pipe 2|, having a check valve 22 opening in the direction of the arrow, connects the tank 2!! with the inlet manifold H. As shown in the drawings, I have provided a restriction 23 in the pipe 2|, to be referred to hereinafter more in detail. The usual brake pedal 24 is provided, which is fulcrumed on a crosspin 25 and is connected by a link 26 with a brake booster or vacuum actuating device 21 of any known type. From the booster 21 there is provided a link 28 controlled by the booster or vacuum device, which is connected to a lever 29 secured to a cross-shaft 29a from which shaft the usual pull rods 30, 3| and 32 extend to front brakes 33 and 34 and rear brakes 35 and 36 respectively. A restricting spring 31 serves to return the braking system to its disengaged position when the braking force is released. A pipe 38 is connected to the tank 20 and is provided with a branch 39, as, for example, a flexible hose,

which leads to the booster 21. Another branch 4!] is connected to a wind-shield wiper 4! of any desired vacuum-operated type of construction. A vacuum release or limiting valve 42 of any suitable type is mounted on the tank 20.

Referring to Fig. 2, the parts therein which are found in Fig. l have the same numbers as in said Fig. 1. In this instance I have provided a pump 43 adapted to furnish both pressure and vacuum, and which may be of a type as shown in Fig. 9. A pressure pipe d4 delivers the pressure to a pressure tank 45 which is equipped with a relief or pressure limiting valve 36 of any desired character. A second pressure pipe 4! connects the tank 45 with the discharge side of a pump 48, 1

preferably mounted on the engine Hi and actuated therefrom in any desired manner. A short suction pipe 49, having an inwardly opening check valve 50, connects the suction side of the pump 48 with the vacuum pipe 21,. This pump 48 may also be a pressure vacuum pump constructed as shown in Fig. 9. A branch pipe 5| leads from the pressure pipe 47 to a carbureter 52 of any type, adapted to employ air pressure to assist vaporization of the fuel, but which may be, for example, a carbureter of the type set forth in my application upon Carburetor, Serial No. 693,742, filed on the 16th day of October, 1933. A second branch pipe 53 leads from the pressure pipe 41 to a fuel feeding device 54 such as that shown diagrammatically in Fig. 6. A pipe 55 is provided for supplying fuel from a low level storage tank 56 to the fuel feeding device 5 2, a check valve 51 being provided at the rear end of the pipe 55. A fuel delivery pipe 58 connects the fuel feeding device 56 with the carbureter 52. When the carbureter 52 is of a floatless or positive fuel pressure type, a solenoid-valve 59 of the wellknown type, and connected in circuit with the ignition switch of the engine, may be carried in the delivery pipe 58 so that the said valve closes when the engine is stopped and prevents subsequent flooding of the carbureter. A third branch pipe 69 leads from the pressure pipe 41 to a hydrostatic fuel gage 5i such as that shown diagrammatically in Fig. 7. From the gage (H a tube 62 leads into the gasolene tank 56. A branch vacuum pipe 83 connects the fuel feeding device 5d with the vacuum pipe 2!. A brake booster or actuator 54 is provided, the arrange ment of which may be as shown in Fig. 6. A clutch actuator '55 is also provided, the detail construction of'which may be as shown in Fig. 3. A control valve 36 for the same is connected to an accelerator pedal 61, the detail construction of which is shown in Fig. 3. A pressure pipe 88 and a vacuum pipe 69 lead from the valve 66 to the actuator 65. A clutch pedal ill, of the usual type, is provided in connection therewith. A windshield wiper H, the details of which are shown in Fig. 4, and a vacuum supply pipe 12, which is connected to the tank 28, has branches l3, E4, and 75 leading, respectively, to the brake booster G4, the clutch valve 96 and the windshield wiper ii. A pipe l6 connects the pressure tank 45 with a regulating valve T1, the details of which are set forth in Fig. 8. A tube '78 connects the valve H with the vacuum pipe 12. A pressure supply line 19 leads from the regulating valve 1'! and is provided with branches 8%, 8i and 82 leading, respectively, to the brake booster 64, the clutch regulating valve 55 and the windshield wiper H.

Referring to Fig. 3, the clutch actuator has a cylinder 83 in which there is a piston 84 connected by a rod 85 with a lever 85 on a clutch shaft 81. An arm 88 on the lever 86 is adapted to be engaged by a yielding pad 89 which is secured to a pedal lever 99 on which the pedal is carried. On the clutch actuator there is provided a relief or check valve SI which is connected to the main vacuum pipe 69 between the cylinder 83 and the control valve 66. An inwardly open relief or check valve 92 is provided in the pressure pipe 58 between the cylinder 83 and the control valve 55. Said control valve is provided with a cylinder 93 containing a slidable plunger 94 having upper and lower grooves 95 and 95 to cooperate with openings 91 and 98 in the pressure supply pipe BI and the vacuum supply pipe 14, and openings 99 and I00 in the pressure and vacuum pipes 68 and 69, respectively. Furthermore, the cylinder 55 is provided with an annular recess IOI spaced a short distance to the left of the openings 99 and I09. A link I02 connects the plunger 94 with a lever I03 fixed on a shaft I04, a second link I85 being provided between the lever I03 and the accelerator pedal 61. A retracting spring I06 is attached to the upper end of the lever I03, the movement of which is limited by a stop I91. A second lever I08 is also fixed on the shaft I04 and is pivoted to a throttle rod I09 having a thrust collar IIO adapted to engage a slidable block III on the usual type of throttle lever I I2 of the carbureter 52. Retracting springs H3, H4 and H5 are connected so as to retract the throttle lever I I2, the lever 86 and the pedal lever 90, respectively.

Referring to Fig. 4, the windshield wiper H is shown having the usual oscillating vane I IS in a sector-shaped chamber II1, the vane II6 being fixed to a shaft II8 carrying the usual rotatable glass-wiping arm, not shown. A toggle lever II 9, rotatably mounted on the shaft H8, is connected by a toggle spring I with a short lever I2I fixed on the shaft II8 anda round extension I22 on the lever arm II9 engages a notch I23 located in an elongated cylindrical valve member I24 slidable in a cylindrical casing I25. Ports I25 and I21 connect the interior of the casing I25 with the chamber II1 on the left and right sides of the vane I I5, respectively. Vacuum ports I28 and I29 open into a manifold I30 which is connected through a manually operable valve I3I with the branch suction pipe 15, shown in Fig. 2. An outwardly opening relief valve I32 is positioned in the manifold I30. Pressure ports I33 and I34 open into a manifold I35 having an inwardly opening relief valve I30. The pressure manifold I35 is thence connected through a manually operable valve I31 with the branch pressure pipe 02, shown in Fig. 2. There is provided, furthermore, a manually shifting bar I38 which is connected so as to swing levers I39 and I40 of valves I3I and I31 respectively. The valve member I24 has two reduced portions IM and I42 which provide annular spaces I43 and I44 inside the casing I25, the ends of said casing, I45 and I48, having vent holes I41 and I48 respectively.

Referring to Fig. 5, outer and inner shells I49 and I50 are provided for the fuel feeding device 54, the same being provided with a head I5I so as to produce an upper chamber I52 and a lower and outer chamber I53. A check valve I54 opens outwardly from the upper chamber I52 into the lower chamber I53 and a float I55 in the upper chamber has a vertical stem I56 with collars I51 and I58 which engage with a toggle lever I59 carried by a pivot I60 on a downward extension IISI of the head I5I. A stop strap I62 limits the upward and downward movement of the toggle lever I59, a notch being provided in the strap for this purpose, as shown in said figure.

A second toggle lever IE3 is also carried by the pivot I00 and connected to the lever I59 by a tension spring I64 so as to operate a vacuum valve I65 and a valve I55. The vacuum valve I65 controls the connection between the chamber I52 and the branch vacuum pipe 53 while the valve I66 controls the connection between the chamber I52 and the pressure or air manifold I61, which is connected to the branch pressure pipe 63 and an inwardly opening relief or air valve I89. Connected to the upper chamber I52 there is the fuel supply pipe 55, leading to the low level fuel tank I50 having therein the valve 51 already described. As already noted, the lower chamber I53 has in the bottom thereof a fuel delivery pipe 58 leading to the carbureter.

Referring to Fig. 6, I have shown a cylinder I 10 of the brake booster 64, the same having a piston I1I which has therein a central hole I12 extending from the left face I13 to the right face I14 of a Il'5. Tubular members I15 and I11 are fastened, respectively, to the left and right ends of the hub I15 and define, accordingly, chambers I18 and I19, and are slidable in sealing relation within heads provided in the ends of the cylinder I10. The outer end of the tubular member I11 is closed and has an extension I for adjustment of the link 28. The branch pressure pipe 80 is connected into the side of the member I11. An inner tubular member or valve rod ISI carries air or pressure valves I32 and I83 and vacuum valves I84 and I85 slidable in sealing relation thereon. A spring I88 urges the air valve I82 and the vacuum valve I84 apart,

stops I81 and I88 on the rod IISI limiting their possible separation. The air valve I33 and the vacuum valve I85 are similarly urged apart by a spring I89, their possible separation being limited by stops I90 and I9I. A check valve I92 is located between the interior of the rod I8! and the branch vacuum pipe 13. An extension I53 of the rod I8I forms a connection for the link 25, as shown in Fig. 2. A spring I94 urges the inner rod IBI to the right relative to the members I16 and ill, a stop collar I95 limiting the possible relative motion in this direction. A stop ring I95 in member I11 limits the motion of the rod I8I to the left relative to the members I11 and I15. I have, furthermore, provided orifices I91 and I98, respectively, for the chambers I18 and I19 opening therefrom to the cylinder I10. Also, holes I99 and 200 have been provided on the interior tubular rod ISI, a sealing partition 20I being situated between the same. An outwardly opening relief valve 292 is provided on the cylinder I19 and an inwardly opening relief valve 283 is provided on the member I11.

Referring to the differential regulating valve, Fig. 8, I have provided a flexible diaphragm 204 clamped between central plates 285 and 205 on a stem 291 of a balanced valve 258. The valve 208 controls the opening between the pipe 16, Fig. 2, and a chamber 209 in a body 2I0 in front of the diaphragm 294-. An opening 2H leads from the chamber 209 to the pressure supply line 19 Fig. 2. A second chamber 2I2. inside a cap 2I3 and behind the diaphragm 254, is connected through the pipe 18 with the vacuum supply pipe 12, as shown in Fig. 2.

A spring 2M urges the diaphragm 264 to the left, tending to open the valve 208.

Referring to the hydrostatic gage diaphragm, Fig. 7, I have provided a U-shaped tube 2l5 containing a liquid 2I6 and having a reference scale 2|! adjacent a left leg 2I8. A check valve 2l9, which may be the type comprising a valve of mercury 229 imposed on a porous plug 22! and retained by an upper porous plug 222, is connected between the pressure branch pipe 69, Fig. 2, and a right leg 223 of the U-shaped tube 215. The gage line 52, Fig. 2, is led from the top of the leg'223 to the bottom of the low-level fuel tank '56. The height of the fuel is shown at 224 in the tank 56 above the mouth of the gage line 62.

Referring to Fig. 9, I have provided a rear shaft 225, Figs. 1 and 2, with the usual bearings 226. The shaft 225 carries the usual speedometer worm 221 and the usual joint hub 228 fitted on a spline 229. An eccentric 239 also fitted on the spline 229, is disposed between the worm 221 and the hub 228, the three being clamped longitudinally by a nut 23!. A casing 232 surrounds the worm 221 and eccentric 236 and carries thereon a compressor cylinder 233. The casing 232 is fastened to the transmission I2 in any suitable manner and contains the usual oil sealing means 234. An oil hole 235 opens from the interior of the casing 232 into the interior of the transmission unit 12. A piston 236, slidable in the cylinder 223, contains an oscillating wrist pin 23?. An eccentric rod 238, fixed to the wrist pin 231, cooperates with the eccentric 239. An inlet valve 239 and an outlet valve 249 are provided which may be of the reed type. The valve 239 controls an inlet passage 24I .from the suction pipe l8, Figs. 1 and 2, to a space 242 inthe cylinder 233 above the piston 236. The discharge valve 246 controls a passage 243 which may open to the pressure pipe 44, Fig. 2, or to the open air, as in Fig. 1. At the bottom of the cylinder 233 there is provided an oil baffle 244.

The structure shown in Fig. 10, in which parts identical with those of Fig. 9 are denoted by the same numbers, has been fully described in my application on Fluid pressure brake, Ser. No. 239,899 filed December 14, 1927, now Patent No. 1,953,988, granted April 10, 1934 of which the present application is a continuation in part. In the said figure the pressure pump takes in air through ports 242a and the compressed air is delivered through an outlet vent 2441).

The structure as shown in Fig. 11 is an assembly of the line connections for the fuel feed, carbureter, windshield wiper and gasoline gage, all of which connections have been previously individually described.

In Fig. 12 I have shown an apparatus including an auxiliary vacuum pump adapted to be brought into operation upon the failure of the vacuum from the manifold. In this construction the vacuum tank 26 is connected by a pipe 255 having a check valve 246 with a cylinder 24'! of a vacuum pump 248 having an air exhaust 249. The vacuum pump 248 may be driven by an electric motor 250 adapted to drive the usual eccentric and piston of such a pump, arranged within a casing 25I and the cylinder 241', respectively. The current for the motor 256 is supplied through wires 252 and 253, the former leading to a switch arm 254 adapted to lead the circuit through a contact 255 in a wire 256, which completes the circuit from the sourceof current with the wire 253. A spring 25! tends to complete the circuit between the wires 252 and 256 but the arm 254 is normally held in the position shown in Fig. 12 so as to break the said circuit by means of a link 258 leading to a diaphragm 259 extending across a chamber 269 which is connected by a pipe 261 to the vacuum tank 20.

In Fig. 13 I have shown a construction in which the operation of an engine fan 262 is controlled by the temperature in the engine, and which is controlled by the suction from the pipe 2| connected to the vacuum tank 29 and to the engine manifold H by the pipe 2|. In order that the fan 262 may be operated only when the temperature of the engine requires the additional cooling effect supplied by the said fan, I have provided a branch vacuum pipe 263 leading to a fitting 264 screw-threaded into a water circulating pipe 265 connected to the water jacket of the engine. Secured to the lower portion of the fitting 264 there is a thin metal casing 266 which extends downwardly into the body of water within the pipe 265, which casing 266 has a helical expansible metal element 26! adapted to expand and contract torsionally according to the temperature of the water in the engine jacket. This torsional movement is transmitted to a screw 268 cooperating with a pair of pins 268a to transform torsional into vertical movement, said screw 268 having at the upper end a pin 269 adapted to contact with a ball valve 279 in a valve chamber 2' provided with a small bleed hole 2'Ha to release the vacuum when the valve is closed. Said chamher 2' leads to a pipe 21'2 which communicates with a passageway 273 passing through the center of a journal bearing 214 which carries a pulley 215 driven by a fan 216 from the motor shaft in the usual way. Loose on said pulley 215 there is provided a fan hub 21'! to which fan blades 218 are secured in the usual way. When the ball valve 2'19 is opened by the rising temperature of the engine, the vacuum communicated through the passageway 213 is transmitted to a diaphragm 219 supported by a disk 286 on the journal bearing 214 and held in place by a clamping ring 28L The middle of the diaphragm 2'19 is held between the clamping disks 282 and 283 by means of a clamping pin 234 having a nut 285 on one end and a flanged head 286 on the other end. A spring 287 normally moves the diaphragm 219 to the right in Fig. 13 so that said head 256 forces a button 288 to the right as well as a pivot 269 for toggle levers 299 and 29!, the other ends of which levers are secured to an expansible slit friction clutch band 292 which is supported by one or more bolts 293 from a cover plate 294 which is secured by screws 295 to the fan hub 211. This I friction band 292, when expanded, acts as a clutch with the inner surface of a shell 295a, which is vented to the hub of the pulley 215. The said pivot 289 is guided by reason of the fact that the button 288 forms the head of a stem 296 having a flanged end 29'! supported by a spring clip 298 on the said cover plate 294. A spring 299 is supported between said cover plate 294 and a washer 390 carried by the stem 289.

In the operation of my invention, when the vehicle, Fig. 1, is in motion, the drive shaft 14 is revolving and, consequently, the rear transmission shaft 225, Fig. 9, is also revolving. This motion occurs whether the vehicle is being driven by the motor or is coasting. The shaft 225 revolves the eccentric 239, reciprocating the piston 236 and alternately drawing air in through the valve 239 and discharging it through the valve 249. In the system shown in Fig. 1, in which vacuum only is employed, the air is discharged to the atmosphere, as noted in reference to Fig. 9, by the pump IT. The pumping action induces a partial vacuum in the tank 26, Fig. 1, through the pipe I8 and the check valve I9. This vacuum may be utilized through the pipe 38 to operate auxiliaries, such as the brake booster 2'! and the wind-shield wiper 4|. These auxiliaries are of well known types and their operation by vacuum is well understood, consequently no further explanation is necessary concerning them. From the foregoing it is clear that the pump H, which may be of as large capacity as desired, furnishes an ample source of vacuum whenever the vehicle is in motion, the degree of vacuum in the tank 26 being limited, as desired, by the limiting valve 42 of the well known type. The pipe 2|, Fig. 1, connected to the inlet manifold II through the check valve 22, furnishes a secondary source of vacuum to the tank 26. As the pump I1 supplies ample vacuum while the vehicle is in motion, the above secondary source is called upon. only to supply the small amount of vacuum required when the car is stationary or nearly so, and the motor idling. The restriction 23 may therefore be employed to limit the passage to the manifold I I, thereby preventing interference with the proper fuel mixture in the latter. It will be noted from the foregoing that this system, by assuring ample vacuum at all times when either the vehicle or motor is running, eliminates the dangers and inconveniences common to previous systems, in which large throttle opening or engine stoppage results in failure of the vacuum supply for the brakes and windshield Wiper.

In Fig. 2, the pump 43 furnishes both vacuum and pressure and has a pressure delivery connection to the pipe 44 in addition to the suction connection. The vacuum is supplied both by the pump 43 and the connection to the inlet manifold II through the check valve 22 and restriction 23, as described hereinabove. Positive pressure is supplied primarily by the pump 43, but a secondary pump 48 may also be used to furnish pressure to such devices as may require it while the car is stationary, such as the fuel feed device 54. The pump 48 is of any suitable construction, and is preferably driven by the engine. If desired, however, this pump may be driven by a separate means, such as an electric motor. The second pump 48 may also be used to furnish a secondary vacuum supply through the pipe 49 and check valve 59, Fig. 2. In this case the vacuum connection to the inlet manifold may be dispensed with, though both may be used, if desired. The limiting valve 4.2, while limiting the vacuum in the tank 29, also provides a source of air to be compressed in addition to that derived from bleeds in the various auxiliaries. A system as above described, furnishing both pressure and vacuum, has many advantages. Obviously, by using both vacuum and positive pressure in an accessory, a greater differential pressure may be applied, rendering the accessory more powerful or decreasing its necessary size. Furthermore, the positive pressure may be used applied to the operation of various devices, such as the hydrostatic fuel gage BI and the compressed air vaporizing jet in the carbureter 54.

In the operation of the clutch actuator by both positive pressure and vacuum, as shown in Fig. 3, when the accelerator pedal 61 is fully retracted by the action of the spring I66, as shown in the diagram, the position of the plunger 94 is such that compressed air passes from the pipe 8|,

through the port 91, the groove 95, the port 99 and the pipe 68 to the cylinder 83 at the right of the piston 84. At the same time a vacuum connection is open from the left end of the cylinder 83 through the pipe '69, port I 0|], groove 96 and port 98 to the vacuum supply pipe I4. The resulting pressure difference between the right and left sides of the piston 84 forcesthe latter to the left, as shown, drawing the link 85, swinging the lever 86, revolving the shaft 81 and thus disengaging the clutch. As the accelerator 61 is depressed the plunger 94 moves to the left, closing the ports 9! and 98 and causing the grooves 95 and 96 to register with the annular recess IIlI. The recess IOI provides a connection between the grooves 95 and 96, causing the pressure on the right and the vacuum on the left of the piston 84 to equalize through the ports 99 and I 90. The cylinder pressures being equalized, the retracting spring II4 moves the lever 86, link 85 and piston 84 to the right, allowing the clutch to engage. Meanwhile the thrust collar III) on the rod I99 engages the block III, swinging the throttle lever H2 and opening the throttle. Should it be necessary or desirable to operate the device on pressure alone the operation takes place in the same manner as described, except that the moving force is due only to the positive pressure on the right side of the piston 84, the pressure on the left being assumed to be atmospheric. As the piston moves to the left the air in the left end of the cylinder escapes through the relief valve 9|. When the accelerator is depressed and the plunger 94 moved to the left, the pressures equalize as before, any pressure above atmospheric escaping through the relief valve 9|. When operated by vacuum alone, assuming no positive pressure to be available, the initial pressure in the cylinder 83 is, therefore, atmospheric. As the air is exhausted through the pipe 69, as previously described, the pressure to the left of the piston 84 falls and the atmospheric pressure on the right moves the piston inwardly, the air, meanwhile, entering through the relief valve 92 to maintain the atmospheric pressure on the right. Declutching takes place, as previously described, and when the accelerator is depressed, pressure equalization and reengagement of the clutch take place, as hereinabove described. Should manual declutching be desired, the pedal I9 is depressed. The pad 89 engages the extension 89, swinging the lever 85 to the left and throwing out the clutch. If both the motor and the car are stopped, and no residual pressure or vacuum exists in the supply tanks 20 and 45, and if the accelerator 61 is released, as shown, manual declutching forces the air out at 9| and draws the air in at 92. As the clutch pedal I0 is released the valves 9| and 92 close. Depressing the accelerator 61 allows reengagement by equalizing pressure on the two sides of the piston through the annular recess IIlI, as described hereinabove.

In the operation of the wind-shield wiper motor, as shown in Fig. 4, air under pressure from the branch pipe 82 enters the manifold I35 through the valve I31. The manifold I30 receives vacuum through the valve I3| from the branch vacuum pipe I5. Assuming the parts to be in the position shown, air under pressure passes through the port I33, the annular space I43 and the port I26, into the chamber I I! to the left of the vane IIB. At the same time the portion of the .chamber II! to the right of the vane H6 is exhausted through the port I21, annular space I44 and port I 29. The pressure difference be- I52 the float I55 is carried upwardly until it tween the sides of the vane II6 moves it clockwise, as shown by the arrow, thus turning the shaft I I8 and with it the wiper sweep (not shown) and the lever I2I. When the vane nears the extreme right hand position the spring I20 runs over the center, throwing the toggle lever III! to the right and reversing the valve porting. Air under pressure entersv on the right of the vane H6 and vacuum is applied on its left, returnin the vane II6 to the left. When vacuum only is available, under atmospheric pressure, air enters through the relief valve I36, supplying the required pressure difference to operate the device. If positive pressure only is available, the relief valve I32 exhausts to the atmosphere, keeping down the pressure in the manifold I38 and allowing the device to operate, as already described. From the foregoing it is evident that the vane II6 will continue to oscillate, thereby operating the wiper, as long as it is supplied with air under pressure, with vacuum, or with both. To stop the wiper, the bar I38 is moved to the left, clos; ing both the valves I3I and I31.

Referring to the diagram of the fuel feeding device shown in Fig. 5, the operation is as follows: Assuming the upper chamber I52 to be initially empty, the float I55 will have dropped, throwing the toggle levers I58 and I 63 downwardly, opening the vacuum valve I and closing the air valve I66. The vacuum in the branch vacuum pipe 63 exhausts the upper chamber I52, holding the check valve I54 shut and drawing fuel from the low-level tank 56 through the foot valve 51 and the pipe 55 into the upper chamber I 52. As the liquid level rises in the chamber throws the toggle levers I59 and I 63 upward, closing the vacuum valve I65 and opening the air valve I66. Air under pressure enters the chamber I52, raising the pressure above the liquid therein to the same value as that maintained in the lower chamber I53, due to the opening I68. The liquid head on the check valve I54 opens the latter, allowing the fuel to flow by gravity into the lower chamber I53, from which it is forced under pressure to the carbureter through the fuel pipe 58. When the consequent drop in the liquid level in the upper chamber I52 lowers the float sufiiciently to throw the toggle levers I56 and I 63 downward, the air valve I66 is closed and the vacuum valve I65 opened repeating the cycle. When there is a lack of positive pressure in the branch pipe 53, the relief valve I 68 admits air, supplying atmospheric pressure to the air valve I66 and the lower chamber I53. In this case the device operates in the same manner as described above, except that the pressure at the carbureter is limited to the gravity head determined by the height of the liquid in the chamber I53 above the carbureter. The foot valve 51 serves in the usual manner to maintain the column of liquid in the supply pipe 55 while the discharge is taking place from the upper chamber I52 to the lower chamber I53.

In the operation of the brake booster 64 shown in Fig. 6, which represents normal position, the vacuum valves I84 and I 85 are unseated, as shown, allowing vacuum from the branch pipe 13, check valve I92, hollow rod I8I, and holes I99, to be applied on both sides of the piston III through the orifices I91 and I98. The piston is therefore balanced so far as the fluid pressures are concerned, and is held to the right by the retracting spring 31, Fig. 2. When the link 26 is drawn to the left by the operation of ti brake pedal 24, Fig. 2, the retracting spring i resists the movement of the tubular member I1 The inner tubular member or rod I 8| is therefo: moved to the left relative to the member I1 member I 16 and. piston I'll compressing the sprir I9 1. The air valve I82 remains seated and tl vacuum valve I84 is opened wider, compressir the spring I86. At the same time the vacuu; valve I85 is seated andthe air valve I83 is m seated. Air under pressure is thereby admitte through the branch pipe 85, rod I8I, holes 28 chamber I19 and orifice I98, to the cylinder I 1 on the right side of the piston I1I. The pistc I'II now moves to the left under the force d1 to the differential between the vacuum on i left and the pressure on its right side, drawir with it the tubular member I11, the link 28, an thus applying the brakes. The piston moveme1 to the left continues so long as the brake ped. movement continues, to hold the inner spring I! compressed. When the pedal movement stop the piston and members I16 and I11 overtake tl inner rod I8I, seating the air valve I83 and sto ping the flow of air under pressure to the rigl side of the piston I1I. The piston, therefor stops. Further depression of the pedal reopei the air valve I83 and causes a further pistc movement with additional force applied to tl brakes. As the pedal is released, the spring II moves the inner rod I8I to the right, closing tl vacuum valve I84, holding the air valve I83 sea ed and opening the vacuum valve I 85 and ti air valve I82. Atmospheric air enters throug the member I16, valve I82, chamber I18 and or fice I91, breaking the vacuum to the left of ti piston I1I. At the same time the pressure c the right of the piston I1I exhausts through tl vacuum pipe 13. The piston now moves to tl right, releasing the brakes until the pedal entirely released, allowing the inner rod I8I 1 move to the right until its stop collar I95 r strains it. The parts now assume the initi: position shown in Fig. 6, vacuum being admitte to both sides of the piston I1I. If air undr pressure only is applied the operations are tl same, except that, initially, atmospheric pressw exists on both sides of the piston I1I instead vacuum, and the relief valve 262 serves to relea: air ahead of the piston I1I as the latter is move forward by the positive pressure behind it. vacuum only is applied, the relief valve 263 at mits atmospheric pressure and the device fum tions in the usual manner. From the foregoin it will be noted that when both positive pressui and vacuum are applied, the dilferential betwee them can be made relatively large, resulting i large piston power in proportion to the pisto area.

In the operation of the part of my inventio as shown in Fig. '1, a small amount of air fro] the branch pressure pipe 68 passes through tt porous plug 22I, through or past the mercur 220, and through the porous plug 222, raising t1. pressure in the leg 223 and the gage line 62. T11 pressure is thus built up until it equals that du to the fuel head 224, meanwhile forcing the fur from the line 62 and raising the fluid in the lei leg 2 I8 of the U -shaped tube 2| 5. When the lin 62 has been entirely cleared of fuel, any addi tional air entering the gage causes air to esca; from the foot of the line 62 and bubble up throug the fuel in the tank 56, which tank is vented t atmosphere at the top in the usual manner. Th positive pressure in the right leg of the U-shape tube is thus maintained at a value corresponding to the head 224, and the left leg 2l8 being vented to the atmosphere at the top, the height of fluid in the left leg ZIB in reference to a proper scale such as the scale 211, gives a reading of fuel depth in the tank 56.

In the operation of the form of my invention shown in Fig. 8, air under pressure enters through the pipe '16, passes through the valve 208 into the chamber 209 and out through the opening 2 to the pressure supply line 79. Through the tube 78 the chamber 2I2 is maintained under vacuum corresponding to that in the vacuum supply pipe 12. The difierential between the pressure in the chamber 209 and vacuum in the chamber 2| 2 tends to force the diaphragm 204 to the right so as to close the valve 208, such movement being resisted by the spring 214. A greater degree of vacuum in the pipe 12 tends to increase the differential, further compressing the spring 2M and closing down the valves 208. The closing of the valve 208 throttles the incoming air, lowering the pressure in the chamber 209 and thus restoring the difierential. Similarly, a loss of vacuum in the pipe 12 causes the spring 2M to open the valve 208 wider, increasing the pressure in the chamber 209. From the above description it is evident that the valve 11 maintains substantially a constant pressure difference between the compressed air supply and vacuum supply to the auxiliaries, thereby keeping the response of the latter uniform. It should be understood that the pressure relief or limiting valve 46 on the pressure tank 45 is set to open at a pressure above the highest pressure which is required to hold the desired diiferential between the pressure and vacuum supply under extreme conditions. In other words, a positive pressure in the tank 45 slightly greater than the desired differential will maintain the latter even if the vacuum should be lost altogether. Furthermore, if many accessories are operated at once, placing a heavy demand on the vacuum supply, the additional air from bleeds, equalizers, etc., supplies the extra air to the pump for maintaining the increased demand for compressed air. The response of the system is thus proportioned to the demand, so that the accessories are maintained at full effectiveness, whether working separately or all at once.

The operation of the parts shown in Fig. 11, which is an assembly of the connections for the fuel feed carbureter, windshield wiper and gasoline gage, is the same which has been described in detail in connection with the individual accessories referred to.

In the operation of the apparatus shown in Fig. 12, the auxiliary vacuum pump 248 is brought into action by the completion of the circuit through the switch arm 254 connected to the vacuum tank 20 and, therefore, the manifold H falls below super-atmospheric pressure so that said vacuum pump 248 will come into action to maintain the required degree of vacuum.

The operation of the apparatus shown in Fig. 13 is such that when the engine is cold the fan 262 is not operated, as the clutch band 292 is disengaged due to the expansion of the spring 28?, which is stronger than the spring 299, which latter serves to maintain contact between the button 288 and the flanged head 286. Whenever the temperature of the engine rises, the valve 210 becomes unseated by reason of the elevation of the pin 269, thereby communicating the vacuum through the pipe 212 to the diaphragm 219, which causes said diaphragm to move to the left of Fig. 13, thereby withdrawing the stem 96 to the left and snapping the flanged head 29'! thereof to the left beyond the spring clip 289. Thereupon the friction be 292 will be expanded so as to fit tightly within the shell 295a, thus fastening the hub 27'! of the fan to the hub of the pulley 275. When closing the valve 210 the vacuum will be released by the bleed hole 2'Ha and the spring 281 will then force the toggle levers 290 and 29! to the right, causing the head 29? to snap into its other position within the spring clip 298. This construction is of particular advantage as vacuum is supplied, not only from the manifold but from some auxiliary source of vacuum, as in the varying conditions of the engine the manifold only would not be sufficient to operate the fan at the proper times. For example, when the car is ascending a grade with wide open throttle there would be insufiicient vacuum generally for the manifold to bring the fan into operation. However, with the auxiliary supply vacuum this is readily brought about. Furthermore, in my apparatus, when there is supplied a regulated and uniform degree of vacuum, the fan will be operated invariably to the degree required according to the temperature of the engine. It will of course be understood that the temperature reactive device, such as the parts shown inserted in the pipe 265, may be placed in or associated with any other part of the engine, orits associated parts, where a temperature variation takes place.

While I have described my invention above in detail I wish it to be understood that many changes may be made therein without departing from the spirit of the same;

I claim:

1. In combination, an automobile pump having a displacing element adapted to supply both pressure and vacuum, a connection therefrom for applying the pressure, another connection for supplying the vacuum having a suction relief valve therein, and an automobile accessory operated by both pressure and vacuum from the pump.

2. In an automobile, the combination of a source of vacuum and a source of gaseous fluid pressure, an accessory operated by said vacuum and pressure, means to produce a substantially constant differential between them, and a movable vacuum-responsive element to control the pressure supplied to the accessory.

3. In an automobile, the combination of a source of vacuum and a source of fluid pressure, an accessory operated by said vacuum and pressure, means to produce a substantially constant diiferential between them, a movable vacuumresponsive element to control the pressure supplied to the accessory, said source of vacuum being connected to the engine, and a simultaneously acting auxiliary source of vacuum driven by a traction wheel of the automobile adapted to supplement the first-mentioned source of vacuum.

4. In combination, an automobile engine having connected thereto a propeller shaft, a clutch to connect the shaft to the engine, a. pump mechanically driven from the engine to provide a source of vacuum, a second pump adapted to provide an auxiliary source of vacuum mounted on the propeller shaft, and an automobile accessory adapted to be driven by the vacuum from either as well as both sources.

5. In combination, an automobile engine having connected thereto a propeller shaft, a clutch to connect the shaft to the engine, a manifold,

a source of vacuum connected to the engine manifold, a pump mechanically driven from the engine to provide a source of vacuum, a pump adapted to provide an auxiliary source of vacuum mounted on the propeller shaft of the engine, and an automobile accessory adapted to be driven by the vacuum from any as well as all of the three sources.

6. In combination, a source of pressure operated by an automobile engine, a source of pressure operated by a traction wheel of an automobile driven by said engine, and an automobile accessory connected to be driven from both said sources of pressure as well as by either of said sources in case of failure of the other.

7. In combination, a source of pressure operated by an automobile engine, a source of pressure operated by a traction wheel of an automobile driven by said engine, and an automobile brake connected to be driven from both said sources of pressure as well as by either of said sources in case of failure of the other.

8. In combination, a source of pressure operated by an automobile engine, a source of. pressure operated by a traction wheel of an automobile driven by said engine, and a windshield wiper connected to be driven from both said sources of pressure as well as by either of said sources in case of. failure of the other.

9. In combination, a source of pressure operated by an automobile engine, a source of pressure operated by a traction wheel of an automobile driven by said engine, and a clutch connected to be driven from both said sources of pressure as well as by either of said sources in case of. failure of the other.

10. In an automobile, the combination of means to provide a source of pressure differing from the atmospheric pressure, a device to provide a source of gaseous fluid pressure, and a device to provide a source of gaseous fluid pressure differing from the second-mentioned pressure, the devices for said two last-mentioned sources of pressure being interdependent and at least one of said last two mentioned pressures being connected so as to give a uniform pressure difference from said first-mentioned source of pressure.

11. In an automobile, the combination of means to provide a source of. pressure differing from the atmospheric pressure, a device to provide a source of gaseous fluid pressure, and a device to provide a source of gaseous fluid pressure differing from the second-mentioned pressure, the devices for said two last mentioned sources of pressure being interdependent by means of a movable wall separating at least one of said two sources of pressure from the first-mentioned source, and at least one of said last two mentioned pressures being connected so as to give a uniform pressure difference from said first-mentioned source of pressure.

12. In an automobile, the combination of means to provide a source of pressure differing from the atmospheric pressure, a device to provide a source of gaseous fluid pressure, and a device to provide a source of gaseous fluid pressure difiering from the second-mentioned pressure, the devices for said two last mentioned sources of pressure being interdependent and at least one of said last two mentioned pressures being connected so as to give a uniform pressure difference from said first-mentioned source of pressure, the second-mentioned source being directly connected to the third-mentioned source of. pressure.

13. In an automobile, the combination of a part adapted to be operated by the automobile engine, a device for controlling the operation of said part, and a fluid pressure control means for controlling the operation of said device, comprising apparatus providing a source of pressure different from the atmosphere operated by the engine and apparatus providing another source of pressure different from the atmosphere connected to be operated by a traction wheel of the automobile.

14. In combination, an automobile adapted to be rotated from an engine, said shaft having a bearing and a housing on the shaft, and a reciprocating pump supported on the shaft and having a reciprocating element extending into the shaft bearing housing.

15. In combination, an automobile shaft adapted to be rotated from an engine, said shaft having a bearing and a housing on the shaft, and a reciprocating pump supported on said shaft and having a reciprocating element extending into the shaft bearing housing.

16. In combination, an automobile traction engine-driven shaft having a companion flange and a rear shaft bearing, and a reciprocating pump having a casing mounted on the rear portion of the said shaft between the companion flange and the rear shaft bearing and an element attached to the shaft in the casing for operating the pump.

17. In combination, an automobile traction engine-driven shaft having a speedometer drive, a reciprocating pump comprising an eccentric splined on the said shaft, and a housing for the eccentric enclosing also the speedometer drive.

18. In combination, an automobile shaft adapted to be rotated from an engine having a. bearing and a housing thereon, and a reciprocating pump having a casing thereon adapted to deliver superatmospheric pressure to one line and a subatmcspheric pressure to another line and extending into the shaft bearing housing.

19. In combination, a pump adapted to supply superatmospheric and sub-atmospheric pressures, and a sub-atmospheric pressure regulating valve connected thereto to regulate the super-atmospheric pressure.

20. In combination, a pump adapted to supply superatmospheric and sub-atmospheric pressures, supplied by separate lines, for providing the same with pressure, a sub-atmospheric regulating valve connected thereto for regulating the super-atmospheric pressure and a pressure regulating valve for controlling the sub-atmospheric pressure.

21. In combination, a movable member, means for applying superatmospheric pressure for moving the same, and means for applying sub-atmospheric pressure for moving the same, each of said means having a vent valve normally held closed by its difference from the atmospheric pressure and adapted to open when its difference from the atmospheric pressure ceases to be operative on the movable member.

EDWARD A. ROCKWELL.

shaft 

